
oldsmobile-digest          Friday, 29 March 1996       Volume 01 : Number 131


----------------------------------------------------------------------

From: Mike Frederick <edison3@cpeq.com>
Date: Thu, 28 Mar 1996 12:08:29 -0400
Subject: Re: Sold!

PHartlieb@aol.com wrote:
> 
> In a message dated 96-03-27 06:04:12 EST, you write:
> 
> > 68 Rebel Convertible?
> 
> Somebody ought to snap this one up.  They are rare!  Do you know there were
> only 823 of these made?  Wonder how it would look with rocket emblems on it?


ACK!

The 66 Toro and Mike

- -- 
Michael R. Frederick, CEO
Edison3, Incorporated
Tampa, Florida
(813) 210-8649

------------------------------

From: bryce_smith@442.com (Bryceman)
Date: Thu, 28 Mar 1996 10:43:08 -0400
Subject: Re: Olds Page T-Shirts 

>How much were those going for? I remember when the topic first came up, but I
>don't recall what the conclusion was. As long as the price isn't ridiculous,
>I'd be interested.

They are costing me $20 per shirt. If you would like one please specify size and send $$$ to address below.

SCI
Bryce Smith
616 Jefferson
Topeka, KS 66607




 EXCESSIVE IRON rules the road!
'65 442
'66 Dynamic 88 B07 Apprehender
 bryceman@442.com
 www.442.com

------------------------------

From: bryce_smith@442.com (Bryceman)
Date: Thu, 28 Mar 1996 10:49:46 -0400
Subject: Re: SHIRTS 

>Being new to the List, how can I get in the T-shirt deal and maybe take a few 
>off your hands...

Thanks for inquiring. You may send $20 per shirt plus $2 shipping for total order to the address below...

SCI
Bryce Smith
616 Jefferson
Topeka, KS 66607





 EXCESSIVE IRON rules the road!
'65 442
'66 Dynamic 88 B07 Apprehender
 bryceman@442.com
 www.442.com

------------------------------

From: "Chris Brown Witt" <wittchri@pilot.msu.edu>
Date: Thu, 28 Mar 1996 13:29:14 -0400
Subject: Heads & Stuff

> I was sort of suprised at all the good information in the "How it works" secti
> of the current issue of Hot Rod (April, 96) on camshafts and other valve train
> parts.

Any of it applicable to Olds, or do they explain how to set the lifter preload
by turning the 'adjusting nut' onto the 'screw in stud'?

> From: Dan Dale <daleds@okra.millsaps.edu>
> Date: Wed, 27 Mar 1996 12:22:40 -0400
> Subject: '57 Olds J-2 for sale
> >57 olds super 88 4-dr., j-2 with 3/2 bbls, for resto or parts   $800
> what do ya'll think? I haven't heard back from the guy whether it is for sale
> or not...but if it is is it worth the money since it's a tripower?

Sounds like a bargain to me...

> I had a '75 88, that had that removable key feature.  It also allowed
> you to turn the ignition switch to off, and keep the engine running,
> (only if the headlights were on).  Naturally, you could easily shut
> the engine off at that point by opening the driver's side door.

Heh! "naturally..."  :)

> Does anyone know who rebuilds rear ends?  The 10 bolt posi can't take
> the abuse.  I would like to install a professionally built 12 bolt posi.
> Can "open" rear ends be changed to posi units and does this involve
> changing the gears?

They generally advertise in the Yellow pages & such. Your local racer's supply
place can prolly suggest a good candidate. Open vs. posi is a characteristic of
the carrier, the device on which the ring gear is mounted. Yes, it can be
converted to posi by installing a posi carrier, at that time you can retain the
original gears or mitaswell your way into a new set.  All this is kinda
expensive. You can also get a whole functioning 12-bolt with ratio of about
3.73 for about $500 and be done. Gotta shop around, ask around.

>     The different types of cams are *not* interchangeable.  Hydraulic
> and mechanical cams are different, so if you want to change to either
> type you have to get the whole bag 'o goodies.  Same goes for roller cams

Now, why would that be? shape of lifter bottom is same, unlike roller vs.
flat... is it because hydraluic lifters maintain 0 lash, therefore can accept
more [or less?] radical lifting ramps?

> as far as I know.  And besides, whenever you put in a new cam, you should
> replace the lifters at the same time.  Bad things in store if you don't.

I'd strengthen that to "must"...
New cam, new lifters.
Old cam, either exact same lifters on same lobes in same block, or
         new lifters.
Lifters are like $30/set for the basic usual units, $80 or so for
'performance', and since you must remove the intake to replace them, it's a big
MITASWELL item...

> tell me again about this 3x2 intake....is it complete with carbs, linkage,
> etc.? how much?  what is that date on it?....i've got a 66 GTO that it would
> look suuuweeeeeet on!

Dated B275, which is said to represent Feb 27th, 1965. It has 3 carbs, but only
one is only said to be correct. There is one side inlet air horn. No little
tag. 2 carbs have ID stamped into side of bowl- a later phenomemon... So, is
there a way to ID the one 'correct' carb if the tag is long gone? There was a
casting number on one of the cars' main bodies, in a little circle...
  Um, hokey linkage, all on the LH side, made out of threaded rod. Not
impressive. Basically, we're looking an intake and a side-inlet carb, the rest
is 'bonus' [or 'bogus' depending...]
  At this time, I'm sitting on it for leverage trying to convince the other guy
to track down the current owner of the Olds TC setup, hope he knows not what he
has, and needs $... I'll give that a week or 2 to stew, then decide what to do
with this Poncho unit.

> I have a few questions about my carb on my delta.  It's a stock
> Rochester 4mv model(i think.)  it seems to idle very high before I
> kick it down, and it seems the hot idle solidnoid does nothing. Or is

So, adjust the hot idle speed to slower, and make sure the choke pulloff is
functioning and adjusted right.

> it an a/c solinoid on the drivers side of the carb?  Also when you do
> a full throttle acceleration (4-barrell wide open) it smells like a very
> bad gas leak, and reaks for a few minutes, even inside the car.
> This carb was replaced in 1986 or so, and hasn't had a rebuild since.
> Does it need a rebuild, a cleaning, or just replace it with a holley
> smog legal one?

I think that solenoid is to bump the idle speed during AC use. For the fuel
smell, I vaguely recall hearing that there's a little air dam that can be
fitted between primary & sec'y sides- a sheetmetal thing sticks up an inch or
so, but you have to find them on used Qjets, can't just go buy one.
  Other than that, you'd just have to rev it up, watch what's happening, fix
what's wrong...

> Chris, I recently pick up a set of 7a heads for $15 a piece from a local

Que una ganga!

> and see gold instead of blue....  Oh well, back to the subject.  What size
> intake and exhaust valves would you use in these heads?  I have a set of BB J
> heads that I was going to use the 2" intakes out of and leave the exhaust
> alone.  BTW, what are the original valve sizes on the 403 and 350's?  I've
> heard and read about 3 different sizes and I was wondering if anybody knew by
> actually measuring them.  (BTW, I am using the heads on a 403...) Thanks for
> the help....
>                       Tom Millard OLDSPWR@aol.com

Depends on your goal... you are trading driveability and throttle response for
all-out ooomph. Choices: Std #7, 403-std/W31 [2.000"], or Max [2.072]. Exhaust
valves similar...
Std: best driveability, low cost, mild cams
larger: rowdier, use a bigger better cam to take full advantage, don't expect
crispy throttle response at low speeds.
Max: if you are using low gears, high stall converter, baddest upper 10% cam,
making a street stomper, max the valves' sizes. To hell with driveability, I
want POWER at wide open throttle...

That's the gist of what I've always read, been told... So, use your 2" intakes
out of the J's [oops, they use a different angle seat, right? Have the shop
correct or account for that!] And you'll have stock-403-like heads with smaller
chambers.

> Well, I had been pondering putting this family truckster on the road again,
> but I've pretty much committed myself to stripping it bare by Easter, and
> having the bare shell hauled off (as a present to my dad) immediately
> afterwards. I've got my '70 SX that I should get serious about, and since
> I've got a working suspension on the VC, I may just put it all on the SX to
> make it at least *rolling* again (It has been up on jackstands for as long as
> I care to remember..)

Sometimes you just have to make them go away. Do not distress over it; its
spirit will live on in the parts that it donates that others may live!

> Today my local 'auto trader' paper came out and I found a 455 from a '71 Toro
> for sale for $125.  I called the guy and he told me the motor has G heads on
> it but he also has 1 set of C's and 2 sets of E's.  I am interested in
> building a stout 455 and was wondering if this block and crank were good
> cores and what heads would be the best to start out with.  Any help would be
> appreciated!  Tom Millard OLDSPWR@aol.com

Not many finer! Get while you can! Like now... The Toro oil pan and C heads
alone are worth that much, and more. If the whole package is $125, go for it!
IF the C's are extra, grab them and the engine, blow off the E's for now. Well,
check the C's & E's for 2&1/16" [2.072" if you have more accurate measuring
devices] intake valves- that'd be a Good Thing to have...
  With the Toro engine, you might expect:
+Nodular crank, probably.
+extra-cpacity oil pan with crank scraper. 'Windage trays'
+Big valve G heads. Or, was 1971 the year they killed that on the Toro?
+A fine 455 block to start with...
+A pretty good, powerful Qjet.
- -Lo-rise Toronado intake, heavy, cast iron. Works pretty well, though!
- -Toro xst mans do not fit other chassis

             403 cams:
> 77-79 403
> Part# 562299
> Overlap: 36
> Duration Int/Exh: 250/264
> Lift Int/Exh: .400/.400
>
> 77-79 403 Hi-Perf Marine (this one sounds interesting)
> Part# 562301
> Ov.: 68
> Dur.: 294/296
> Lift: .472/.472
>
> 77-79 403 Reg. Perf. Marine
> Part# 562302
> Ov.: 61
> Dur.: 286/287
> Lift: .472/.472

Amazing what you can find out here. I still have that stupid 403 rolling around
the back of the truck, awaiting a cleaning of the still-useful parts and decide
whether to scrap the block  now or later... It got damn COLD here again...
  Plus, we just got a new toy at home- a color computer, a step up from the Mac
Plus we were playing with...

> There are Certain cylinder heads that deliver great performance gains =
> The 67 425 code "B" and the '68 '69 code "C" castings are the most =
> desirable big block heads=20

Ooooops!
B= 1966 400 [442], 425 [big cars]
C= 1967-1969 big blocks, all except the most exotic H/O's, W30's, etc.
Both came in std 2.000" valve and big-valve 2.072" intake versions.

What IS this, anyhow, and why do I get 3-4 of them per day:

> eJ8+IjADAQaQCAAEAAAAAAABAAEAAQeQBgAIAAAA5AQAAAAAAADoAAENgAQAAgAAAAIAAgABBJAG
> ANADAAACAAAAFAAAAAMAADAFAAAACwAPDgAAAAACAf8PAQAAAE8AAAAAAAAAgSsfpL6jEBmdbgDd
- --- 30 similar lines snipped away to spare y'all the grief-----
> FTEAZKAAAAADABAQAAAAAAMAERAAAAAAQAAHMEBPYfRQHLsBQAAIMEBPYfRQHLsBAgEUOgEAAAAQ
> AAAAxRczTwuIzxGn0ERFU1QAAB4APQABAAAABQAAAFJFOiAAAAAAvlA=
> - ------ =_NextPart_000_01BB1C22.FD1CA7C0--

> Lightning", the official publication of the Hurst/Olds Club of America
> (H/OCA).
>             1968     1969     1972     1972C    1973     1974     1975
> - -----------------------------------------------------------------------
> Excellent $15,400  $15,375  $15,000  $25,250  $11,500  $11,300  $10,500
> Very Good  11,500   11,500   10,750   17,500    7,700    7,450    7,450
> Good         8,000    8,000    5,700   12,500    5,700    5,600    5,600
> Fair        4,700    4,700    4,600    7,800    3,500    3,500    3,500
> Poor        2,425    2,400    2,000    4,000    1,300    1,325    1,325
> Averages    8,045    8,395    7,610   13,410    5,940    5,835    5,675

huh, how come the '72 has this huge 60-70% jump in value?
- --
Chris  B. Witt         *the* Rocket Scientist
wittchri@pilot.msu.edu

------------------------------

From: Greg Beaulieu <ab348>
Date: Thu, 28 Mar 1996 14:00:18 -0400
Subject: Re: 72 H/O Value

Chris W. asked why the huge 60-70% jump in value on the prices listed 
earlier... I think the '72 was the only convertible H/O and that's what 
was listed.

Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada

------------------------------

From: "Chris Brown Witt" <wittchri@pilot.msu.edu>
Date: Thu, 28 Mar 1996 13:32:22 -0400
Subject: Delta Custom

My brother is getting ready to retire his 403 powered 98 cux he ran across and
bought a late 70's Delta Custom [?]. I feebly recall some discusison about this
model lately... who'd care to refresh me memory, now?

I hear it has buckets, console, sport steering wheel maybe. What else is to be
expected? Duals? Probly be 'parts' about this time next year... when another
jewel comes along.
- --
Chris  B. Witt         *the* Rocket Scientist
wittchri@pilot.msu.edu

------------------------------

From: david.chontofalsky@mcmail.vanderbilt.edu
Date: Thu, 28 Mar 1996 14:40:48 -0400
Subject: unsubscribe 

unsubscribe

------------------------------

From: "Timothy A. Churchill" <tac3550@egbsun1.draper.com>
Date: Thu, 28 Mar 1996 15:21:20 -0400
Subject: '67 Cutlass Parts -- Want Some, Got Some to Sell/Trade 

Well, 'Classic Cutlass' let me down, they had none of the parts I was looking
for... :(

I know I've asked in the past, but with all the new members since that time,
I thought that maybe some leads might have opened up.

Anyways I have a list of things I'm searching for for 'Big Red', and a few
items I'd be willing to sell, or trade the items I want:


1967 Cutlass Parts I'm Lookin' Fer
- ----------------------------------

1) Rear bumper, from a CS *or* 442 (has the square backup lights in bumper,
as opposed to in the lower tailights), with the backup lights included.  Would
prefer one that looks good enough to bolt right in, but will consider one that
needs rechroming if the price is right...

2) Heater & A/C Control unit, the thingie that bolts into the dash, with all
the pretty chrome levers :)  Mine looks fine, but the funky reed switch that
enables/disables the blower fan is kaput, have hot-wired it... switches to
engage A/C are also suspect, figure it's easier to bolt in another one...

3) Red (acutally I guess dark red for that year) steering wheel.  Mine is
okay 'cept for all the cracks, currently fixed cosmetically with the ol`
$3.99 red 'sport leatherette' steering wheel cover.

4) Center console compartemnt door, uncracked.  Tried to fix mine, with the
long crack down the center, failed.  If someone knows how to repair this, 
please let me know.  Otherwise, I'll just buy an uncracked one, and paint
to match.  Will buy whole center console if I need to...


1967 Cutlass Parts I Got For Sale/Trade
- ---------------------------------------

1) Rear bumper, for non-Supreme Cutlass.  The previous owner of my CS had
replaced the bumper with one from a C, such that there are no backup lights
in the bumper.  It's a nice piece, more than adequate for bolt-on.
Naturally, this doesn't leave my car unless I have or am trading for a CS
bumper... :)

2) 4 NOS 14" rims, painted red.  Still in the GM box.  They came with my car,
and since I have 5 nice SSI wheels on the car, no need for 'em...

3) 330 engine.  Technically, its a basket case, got it from a guy who was gonna
rebuild it, he tore it down, had the block bored .030 over, got new pistons &
rings, then found that the '64 Cutlass it came out of had terminal frame rot.
The engine sat for 10 years or more in a barn, before I got it.  I had planned
to rebuild it, and might still do it if`n nobody can use it right now.
I just don't have the time at the moment, or in the near future (toddler twins
have a funny way of doing that :) ).  It's out of a '64, 10.25:1 compression.
Was told the '64 330 is more durable than the '67 (for whatever reason); this
may or may not be true...

4) Fiat Parts.  Okay okay, this has nothing to do w/Olds :) , but I have them
nonetheless.  And besides, one of you might be or know a Fiat owner, poor
bastard... I owned a coupla 124 Spyders in my foolish youth, one of them
for 10 years.  A love-hate relationship for sure.  Anyways, I have a bunch
of stuff, like factory Weber carbs, brand new throttle cables, 7" halogen
headlights (OK, these would fit 2 lamp Olds applications as well :) ), and
lotsa service manuals, parts of which are in Italian :)  Some other parts too
I'd imagine...

Frankly, if anybody can use the Fiat stuff, I feel your pain :) , so these
parts are yours for the shipping, even cheaper if you live in the Boston area.




Tim Churchill
- -------------
'67 Oldsmobile Cutlass Supreme Convertible, a.k.a. 'Big Red'
'88 Cadillac Brougham, a.k.a. 'Big Blue' -- Olds 307 Powered!!
'91 Mazda Protege, a.k.a. 'The Next Car to be Replaced'

------------------------------

From: "David Brown" <dbrown@mcis.bsd.uchicago.edu>
Date: Thu, 28 Mar 1996 16:11:00 -0400
Subject: Re: Heads & Stuff 

This was just a general writeup on valve train parts.  Of course the *hevy 
blt was used for their "general" examples.

The writeup on cam differences was helpful.  Flat tappet cams have a slight 
lobe face taper (~ .001) to make the valves rotate.  With valve rotator 
retainers, they must really rotate!  FTCs are coated with an oil absorbing 
coating (black) (of course, anti-scuff compound must also be used), and are 
ususally iron, and have less steep lobe ramps than roller cams.

Roller cams aren't tapered, not coated (also don't require anti-scuff 
compound), usually steel, and can have steep lobe ramps that flat tappet 
lifters can't handle.

This stuff can probably be found in most performance "how to" books.

David Brown
dbrown@mcis.bsd.uchicago.edu    (312) 702-9157
"Oldsmobile - powerful roadsters with big V8s"
- ------------------------------

> I was sort of suprised at all the good information in the "How it works" secti
> of the current issue of Hot Rod (April, 96) on camshafts and other valve train
> parts.

Any of it applicable to Olds, or do they explain how to set the lifter preload
by turning the 'adjusting nut' onto the 'screw in stud'?

------------------------------

From: "Shawn M. Twomey" <stwom@ctp.com>
Date: Thu, 28 Mar 1996 16:44:55 -0400
Subject: Tom Millard's cars & 5a heads 

At 03:14 AM 3/25/96 -0400, you wrote:
>
>     I thought it was an '84 you were working on putting a new engine in?  
>     Or is the engine '84 and the car '86?  Now I'm confused, weren't you 
>     also putting an '84 engine in your brother's car too?
>  
     That's right, I am putting in an 84 block in place of my original 86.
I just took the 86 motor out and will be putting in th 84 soon.  I did this
because I wanted the 5A heads and a hydraulic camshaft.  Yeah we just bought
another 84 block for my brother's car.   Sorry about the confusion, I'm just
confussed myself!
- -----------------

Can anyone detail me as to the difference between the '85 & earlier 307s
(with 5A heads) and the '86s/'87s?  Why are the 5As preferred and what else
is different?  For instance, Edelbrock's Performer intake is listed as a
replacement only thru the '85, apparently later-model engines are SOL.

Chris, you might want to make a note about those head #s.  The last printout
I have of your heads database shows confusion about the 5As.  They are
definitely 307 heads, I believe the application years are '80-'85.

Tom, your '86 looks nice.  Be glad the side impact moulding is missing, I
think that stuff takes a lot away from the looks of the car.

A question about the '79...what heads did you use on your 403?  Since
nothing was mentioned, I assume the stock smoggers?  If that's the case,
what CR do you think you're getting?  Maybe big room for performance
increase here.  Let us know how the 200-R4 works out.  I want to have one
built for a semi-performance engine and I want to know how it'll hold up if
built right.  The 200-R4 has a much quicker first gear ratio than the TH-400
(I think), so that combined with more gear in the rear end should make you
quite a bit faster.

I'd like to know what you did to the radio in the '86 and how it sounds,
could you send me personal mail?  Thanks

__________________________________________________________________________
Shawn M. Twomey     |  "No!  Try NOT!  Do, or do not.  There is no try."
stwom@ctp.com       |  -Yoda
__________________________________________________________________________

------------------------------

From: "Chris Brown Witt" <wittchri@pilot.msu.edu>
Date: Thu, 28 Mar 1996 17:38:16 -0400
Subject: 71 Toro engine

According to my research, the E heads do not have hard xst seats, but will have
rotators on all valves. Toro/442 units would have big valves.

The 1971 G heads will have Rotators on all valves, hard xst seats, and big
valves, IF from a Toro/ 442/ W30 application. Rotators on INTAKE only indicates
small valve units. Look for the Toro motor mount on the front cover, the unique
Toro oil filter mount that angles the filter markedly forward, RACovers with
the grommets not in the center, perhaps, the lo-rise intake, and Toro xst
manifolds with ID letter like D,G,H,K, something around there. *Not* 1 or 4 or
5...

ID clue: 1972 used Ga heads, a little A cast near the G. Different valve sizes,
seat angles, rotator configuration, hardly ANY big-valve units, not even Toro.
Avoid the Ga. Best feature: has hard xst seats.

The block's VIN derivative is on a machined vertical pad at the front of the
left side of the block, just under the head surface. Scrape off the goo & rust
[sandpaper works well for the latter] and look for:
  31M234567
3= Oldsmobile car
1= 1971, 2=1972, etc.
M= made in Lansing, Mi., E= NJ, etc.
234567= car's VIN sequential production number.

Oh, and the oil fill tube will have a number stamped in:
  1456789
First digit [1, here] indicates year of issue: 1=1971, 2=1972, 8=1968 or 1978,
etc.

Those two pcs. of ID should clinch the year of the engine.

Also, if you want over 8.1 or so compression, you'll be buying other pistons.
The '71 & later 455's had pitifully low compression due in large part to huge
dishes in the pistons. Putting head gaskets with twice the thickness in will
not help much either [all you can get [almost] nowadays...].

So, either spend the $150 or so to have the C's fitted with hard xst seats [my
recommendation] or go with the G's which [I believe] already have that feature.
- --
Chris  B. Witt         *the* Rocket Scientist
wittchri@pilot.msu.edu

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Thu, 28 Mar 1996 18:10:51 -0400
Subject: Re: Delta Custom

> bought a late 70's Delta Custom [?]. I feebly recall some discusison about this
> model lately... who'd care to refresh me memory, now?
You mean  a  Delta 88 Holiday?
 
> I hear it has buckets, console, sport steering wheel maybe. What else is to be
> expected? Duals? Probly be 'parts' about this time next year... when another
> jewel comes along.
This described the Holiday.  15" rally's with large center caps, 
also probably vinyl seats.  These were base Delta's not Royale's or 
Broughm's so probably not many creature comforts.

Hope this helps,
  Dink
80 Delta 88 Royale 307



> --
> Chris  B. Witt         *the* Rocket Scientist
> wittchri@pilot.msu.edu
> 
> 

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Thu, 28 Mar 1996 18:18:25 -0400
Subject: Re: carbs & Stuff

> So, adjust the hot idle speed to slower, and make sure the choke pulloff is
> functioning and adjusted right.
have to check that, after i get my tach.
 
> > a full throttle acceleration (4-barrell wide open) it smells like a very
> > bad gas leak, and reaks for a few minutes, even inside the car.
> For the fuel smell, I vaguely recall hearing that there's a little air dam that can be
> fitted between primary & sec'y sides- a sheetmetal thing sticks up an inch or
I had one but removed it b/c Car Crap said you get more flow out of a 
stock Q-jet.  I guess i'll put it back it.

Thanks,
  Dink
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: Bob0Barry@aol.com
Date: Thu, 28 Mar 1996 18:50:36 -0400
Subject: Other people's things for sale... 

Here's the latest interesting listings from the Bargain News in Connecticut.
There is a '67 Cutlass Supreme being parted out; for the person who wanted a
rear bumper, you might want to check this out. I have listed both cars and
parts. Again, I know none of these people; for all I know, they all could be
liars (914, 718 and 516 are NY area codes, so beware...;) so don't contact me
about any of these, etc. yadda-yadda etc.
- ------
CARS:

66 CUTLASS SUPREME, runs good, $1200 or best offer. (203) 873-9325 

66 STARFIRE, 2 door, last full size Starfire, make offer. (203) 874-1156 

67 98 COUPE, ps, pb, p/windows, p/trunk, p/antenna, working a/c, stereo,
skirts, orig motor, trans, runs & drives, no dents, minor rust, best offer.
(917) 766-6590 beeper (Q) 

67 CUTLASS, for parts or whole, 40,000 original miles, on motor & trans, runs
exc, $400 or best offer. (203) 873-9325 

67 TORONADO, loaded, nice clean car, runs great, $2200. (203) 775-9807 * 

68 DELMONT 88, 2 door hardtop, second owner, 68,000 mi, runs like new, ps,
pb, 350 cu in automatic, dependable, $1500. (203) 264-4708 10am-6pm or (203)
264-0260 

68 TORONADO, 455, auto, every available option, straight, rust-free body,
call for information. (201) 779-1563 Gus 

70 CUTLASS SUPREME SX, 455, one of 2500 made, TH400 trans, 11'' torque
converter 355, 12 bolt posi, highly electric well pump, double pumper, carb,
air, ps, Mondello engine, $9000. (516) 864-2222 

70 CUTLASS XR, custom paint, p/windows, buckets, console, gages, brand new
drive train, brakes, suspension, Florida car, $3000 or trade. (718) 405-0541
(Bx) 

72 VISTA CRUISER WAGON, runs or for parts, $250. (203) 938-2101 

73 DELTA 88 ROYALE, 4 door, hard top, exc cond, 74,000 original miles, 350
V8, full power, air, well maintained, $3000. (203) 239-5792 

75 DELTA 88 CONV'T, 350 Rocket engine, needs top & body work. (203) 378-9643 

76 CUTLASS, 350, 4bbl, runs very good, body good, interior very nice, $600
OBO. (203) 639-0256 Rob 

76 DELTA 88, last year of the 4 door hard top, 350, V8, auto, needs some body
work, 35,000 original miles, $600. (860) 296-3515 

76 TORONADO, 455 engine, restorable, very negotiable. (718) 939-8319 (Q)
Kevin 

77 CUTLASS SALON, t-top, 65,000 miles, original owner, runs well, body needs
work, best offer. (203) 966-5066 

78 88, 4 dr, runs good, $350. (203) 333-5943 

78 CUTLASS, 2 dr, needs engine work, best offer. (516) 627-9448 

78 OLDS DELTA ROYALE, auto, air, V8, ps, 2 dr, $500. (516) 757-3357 

79 CALAIS, 350R Hurst motor, 35,000 miles, custom paint, teal green, dual
exhaust, neon lights, limo tint, B&M shifter, black interior, mechanically
sound, $2750 firm. (516) 732-6696 Mike 

79 CUTLASS CRUISER station wagon, runs good, 79,000 miles, need trans, $400.
(203) 743-7257 

79 CUTLASS CRUISER station wagon, runs good, 79,000 miles, need trans, $400.
(203) 743-7257 

79 CUTLASS SUPREME, 8 cylinder, runs good, asking $500. (718) 643-3489 (BK) 

79 CUTLASS SUPREME, white w/black int, black vinyl top, rebuilt 305-V8 &
trans, p/windows, ps, pb, air, factory mag rims, have all receipts of work
done, mint cond, asking $5500. (203) 268-4735 

79 CUTLASS, 22,000 orig miles, needs completion, runs exc, 2 door, sport
coupe, $1900. (718) 448-6275 (SI) 

79 DELTA 88 HOLIDAY, pw, tilt, bucket seats, automatic console, new tires,
air, very good condition, low miles, asking $1200. (203) 926-9126 

79 DELTA 88 ROYALE, 2 dr coupe, maroon/maroon interior, 8 cyl, full power,
good cond, one owner, $1500. (203) 874-2671 

79 HURST, t-tops, black & gold, numbers matching, no rust, taken apart. (203)
469-9199 
- -----
PARTS:

64-65 OLDS F85 CUTLASS PARTS, fenders, $15; hood, $15; nose, $75; trunk lid,
$15, more. (203) 828-5138 

65 OLDS 442, rear bumper, rechromed, mint in wrapper, $275 (516) 665-8199 

65 OLDS CUTLASS TRUNK LID, $50. (203) 929-6526 

65-92 OLDS 442 CUTLASS, big block 455, hooker, super competition, adjustable
lens collector, racing headers, brand new, $450 a pair. (914) 632-4184 aft
6pm 

66 OLDS 442 DOORS, no rot, $75; trunk lid, $50; 4 spd console, $35. (516)
781-2465 

67 OLDS 442 LOUVERED HOOD, mint cond, $400; 67 black console w/shifter, $90;
big block Olds dual quad intake w/carbs & air cleaners, $450; Olds V8
flywheel w/bell housing, $150. (203) 859-2166 

67 OLDS CUTLASS 442 HEADLIGHT bezels, $30 pr. (516) 254-6854 
******** NOTE ********
67 OLDS CUTLASS SUPREME parting out, 4 dr, 330 V8, many gd parts, reasonable.
(914) 895-1181 
********
68 OLDS 442 PARTS, cut-out bumper, tach & gauges, radiator support, Hurst
Olds exhaust manifolds, NOS hood chrome, grille, headlight housings,
taillight lens. (914) 472-4977 

68-72 OLDS 442 PARTS, headlight housings, pillar moldings, horn & cap
medallion, steering flange, valley tray, windage tray, 2 piece front cover,
tail light assembly, rear view mirror. (516) 499-1139 

68-72 OLDS CUTLASS 442 SS, wheel paint, aerosol cans, $5 each. (516) 254-6854


69 OLDS 442 CONVERTIBLE, & 69 Olds Cutlass convertible, whole or parts,
complete cars, 69 442 has no nose, 4 spd set up, 12 bolt rears, disc brakes.
(516) 254-2277 

69 OLDS CUTLASS CONV'T REAR deck lid, $100; 68-72 Cutlass, Skylark, GTO,
black carpet, brand new, $100;

69 Cutass dash pad, black, $75; 66-72 Cutlass rear seats, black, $50. (203)
729-4408 

69 OLDS CUTLASS PARTS, doors w/pwr windows, doors with posts, glass, bk int,
bumpers, taillights, a/c unit, 12 bolt non posi rear, much more (718)
241-4378 

70 OLDS 455 MOTOR, with new Edelbrock carb, TH400 trans, with shift kit,
short tail, 12 bolt posi rear with 390 gears, 4 core radiator. (203) 272-5662


70 OLDS CUTLASS PARTS: glass, doors, interior, 12 bolt rear, non posi, much
more. (718) 241-4378 aft 6pm 

70 OLDS CUTLASS, parting out, V8, 2 door, auto. (516) 732-3493 (S) 

70 OLDS PARTS, Cutlass & 442 rechromed front bumper, rear quarter skins, rear
tail light lenses, rally rims, disc brakes, 4 spd trans, 10 bolt posi 336
gears. (516) 579-2611 

70-72 OLDS CUTLASS 350 MOTOR, 68,000 mi, disc brakes, nose, wheel moldings,
dash, rear bumper, trunk lid, gas tank, doors, buckets, console, interior,
more. (203) 879-1087 

70-72 OLDS CUTLASS PARTS, doors, hood, bumpers, header panels, much more,
call with needs. (516) 794-6437 

70-72 OLDS PARTS, orig Ram Air hoods, 11 70 hoods, 3 71-72 hoods, $500-$1200.
(201) 912-7286 
(Eleven RA Hoods!!! So *THAT'S* where they all went...)

72 OLDS AM/FM RADIO, $125. (516) 221-3644 
(hmmmm... I was only asking $50 for my flippin' dial unit...-ed.)

72 OLDS CUTLASS 442 PARTS, large selection of body, mechanical & interior
parts. (203) 238-3663 

75 OLDS HURST HOOD, $75; bumpers, grills, left front fender, clean, $60;
trunk lid, t-tops, with new rubbers, $400; seats, sail panels, many misc
parts, call with needs. (914) 946-8160 

79 OLDS CUSTOM CRUISER, 4 BBL carb, new water pump, new starter, 2 radiators,
2 yr old 15" tires, windshield, windows, etc, blown motor, reasonable. (203)
375-9982 Joe 

81 OLDS CUTLASS PARTS, 4 door, radiator, battery, front brakes, rotors,
alternator, tires, all brand new parts, rebuilt engine and trans, great nose,
call for reasonable prices. (516) 281-4570 

82 OLDS CUTLASS PARTS, tilt columns, 1 floor shift, $60 ea; hood, right/left
fenders, header panel, taillights, rear bumper, etc. (516) 731-2767 

83 HURST OLDS STEERING COLUMNS with wheel, $150; 75 Hurst Olds with wheel,
$150; 77 Cutlass, $75; 68 Camaro, $75; 70 Camaro, $75. (914) 946-8160 

83-84 OLDS HURST NOS left front air dam, $100. (516) 731-4813 eves 

350 Olds motor, under 50,000 mi, $600. (516) 254-2277 

86 OLDS 442 FACTORY MAGS, 15x7, chrome style, all 4, with center caps. (516)
579-2611 or (516) 753-0720 aft 4pm 

ALUMINUM RIMS, 4 14x6, GM bolt pattern, $100; 15 x 6 Pontiac rally rim, $25;
4-14 x 6 Pontiac rallys, $100; 2-67 Pontiac 8 lug rims & drums, $100; 3 14x6
Olds rallys, $50. (516) 249-9165 

ENGINE, 350 Olds, stock, 4 bbl, $350. (516) 766-6796 

bucket seats from 84 Olds hurst, blue/gray, exc cond, $175. (516) 375-9807 

OLDS 307 MOTOR and trans; Pontiac 400 motor & trans. (203) 762-3775 aft 8pm 

OLDS 350 CONNECTING RODS, 1 set, Olds turbo 400 trans w/converter. (516)
593-1931 

OLDS 403 ENGINE, rebuildable, $75 negotiable. (516) 724-0009 

OLDS 6 PACK MANIFOLD aluminum Offenhauser, fits older engine, brand new.
(203) 371-0398 

OLDS PARTS, cars, distributors, C heads, rebuildable 69-400 w/stick crank,
misc parts 66-72, Cutlass & 442 parts. (203) 859-2166 

OLDS TURBO 350 TRANS, $200. (516) 221-3644 

ORIGINAL OLDS DECALS, 442; decals for Olds, Rally wheel center caps, $15 set
of 4. (718) 478-7943 

PARTING OUT 73 OLDS 442, 350 eng, 4 spd, posi rear. (516) 981-9445 11am to
8pm 

RIMS, Olds, aluminum, frt whl drive, new take offs, mint, $150. (516)
364-2277 

STEERING WHEEL, Olds, 4 spoke, mint cond, $25. (516) 273-7178 

TIRES AND RIMS, Olds super stock II wheels, complete w/215/70R14 radial
tires, exc cond, $250 set of 4. (914) 472-4977 

TRANSMISSIONS, Chevy, Buick, Olds, Pontiac, turbo 400, bulletproof, street
strip unit, 1 year guarantee. (718) 847-4946 leave message 

TURBO 350 TRANS, brand new, fits Buick, Olds & Pontiac, w/shift kit, $250.
(516) 667-3987 

------------------------------

From: YourUserId@together.net (Ed Racicot)
Date: Thu, 28 Mar 1996 19:07:11 -0400
Subject: Re: Canadian Parts and Cars For Sale 

>>1968 Toronado (the butt-ugly one) sport model, nice shape, $4995 US. 
>                         ^^^^^^^^^^^^^^^^^^^
>>Charles Bennett, Port Huron, Mich., 810-985-5073
>
>If I ever get my hands on the bonehead that first said that, I'll...   :)
>
>
>-Gregg, the '67 Toro guy
>
>
- ----------------------------------------------------------------------------
- ------------I hope the purpose of this club isnt to bash Oldses.  I dont
think Ive ever seen an 
ugly Olds.  Are you sure your not thinking of some ford????
ERACICOT@TOGETHER.NET    "ROCKET-ED"

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Thu, 28 Mar 1996 19:11:01 -0400
Subject: Re: Other people's things for sale...

> 68 DELMONT 88, 

What is it?  I saw one once and it kind of looked like a Cutlass.   
Anybody have some insight on this?

Dink
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: Paul Elosge <elosge@eco.twg.com>
Date: Thu, 28 Mar 1996 19:56:42 -0400
Subject: Re: Other people's things for sale...

 Dink (heinle@jake.udayton.edu) writes:

 > > 68 DELMONT 88, 

 > What is it?  I saw one once and it kind of looked like a Cutlass.   
 > Anybody have some insight on this?

Delmont 88 was the low end of the 88 range, starting in 1967, I believe.
The Jetstar was the low end 88 that preceded it.

I recall the standard fullsize range being something like this,
depending on the year:

 Jetstar->Delmont->Dynamic->Delta->Starfire

I think the Jetstar was both Jetstar I and Jetstar 88, depending
on the year. The Delmont, Dynamic, and Delta all were 88's. The
Starfire didn't use a number after it. The Jetstar and Delmont 
came with smaller engine (330/350) and transmission (Jetway). The rest
of the range came with the larger engine (425/455) and transmission
(Turbohydramatic).

The long wheelbase fullsize range was the 98.

There's a 68 Delmont 88 that still runs around my neighborhood. Not a 
pretty sight, but it definitely runs!

- - Paul Elosge

------------------------------

From: Dan Dale <daleds@okra.millsaps.edu>
Date: Thu, 28 Mar 1996 20:03:04 -0400
Subject: Re: '57 Olds J-2 for sale 

>
>Wait a minute? Who is selling this car? I will gladly take it off of their hands if someone will tell me wehat is going on? I 
> already have a '57 and I'm looking for a parts car. If no one want's it I'd love to get it. Please write to me if there is a 
>chance in hell I can buy it. aceface@ohana.com
>
>Willie

I saw an internet ad for the car the other night and was just wondering if it
was a good price. I don't know if the car is still for sale or not b/c the guy
has not replied to me yet. it is in MO which is about 8 hours away from where I
am so unless it was still for sale and in great shape I wasn't going to worry
about it. anyway....if I hear from this guy soon and it isn't something I want
I'll post his address on here



- ------------------------------------------------------------------------------
$Daniel Dale  daleds@okra.millsaps.edu f-list since 2/95 http://www.millsaps.$
$edu/~daleds/index.html  cars: 1972 Cotner-Bevington Oldsmobile 98 Endloader,$
$1973 Imperial LeBaron, 1966 Pontiac GTO, 1987 Chevrolet Camaro IROC-X 5.7TPI$  
$1955 Cadillac Seville, (2) 1969 Cadillac DeVille Convertibles(one for parts)$ 
$1976 Cadillac Series 75 Fleetwood Brougham, 1961 Imperial Custom            $
- ------------------------------------------------------------------------------

------------------------------

From: Jeff Hunter <jchunter@xcelco.on.ca>
Date: Thu, 28 Mar 1996 20:07:10 -0400
Subject: Re: Other people's things for sale... 

At 07:11 PM 3/28/96 -0400, you wrote:
>> 68 DELMONT 88, 
>
>What is it?  I saw one once and it kind of looked like a Cutlass.   
>Anybody have some insight on this?
>
>Dink
>80 Delta 88 Royale
>
        Before '67 the Delmont was a middle-of-the-road 88, in the 88 model
line between the Dynamic 88 and Delta 88. All 88's in this era have the same
body style with different grilles, etc and luxury appointments (can anyone
confirm this?)  Prior to '68 they ran the 425, beginning in '68 it ran a 455.

Jeff Hunter
jchunter@xcelco.on.ca  

------------------------------

From: Jeff Hunter <jchunter@xcelco.on.ca>
Date: Thu, 28 Mar 1996 20:23:44 -0400
Subject: Delmont 88 

After seeing other postings about the Delmont 88 that Dink was askin' about,
I got somewhat confused and decided to give my gums a rest and look up some
information...

The Oldsmobile 88 model line is as follows for the different years:

1966:   Jetstar 88 ===> Dynamic 88 ===> Delta 88 ===> Starfire
1967:   Delmont 88 ===> Delta 88 ===> Delta 88 Custom
1968:   Delmont 88 ===> Delta 88

The Delmont was only available in '67 and '68 and it came standard with
the 350 (330 in '67???) and the 425 was an option.

Much less Confused Now :)
Jeff Hunter

------------------------------

From: Jason Labay <jlabay@Phoenix.kent.edu>
Date: Thu, 28 Mar 1996 20:38:55 -0400
Subject: Re: 72 H/O Value

Yes, the 1972C in the price guide is the convertible. I think it was the 
only convertible also. I'm sure there are a few exceptions to the rule, 
maybe a convertible was made from another year for a GM executive possibly?


Jason Labay                                            jlabay@phoenix.kent.edu
Akron, Ohio                                            xdsg80a@prodigy.com    
1975 Hurst/Olds W-25                                                          
1988 Camaro Z/28 CFI 305...soon to be LT4                                     

On Thu, 28 Mar 1996, Greg Beaulieu wrote:

> Chris W. asked why the huge 60-70% jump in value on the prices listed 
> earlier... I think the '72 was the only convertible H/O and that's what 
> was listed.
> 
> Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada
> 
> 
> 
> 

------------------------------

From: Jason Labay <jlabay@Phoenix.kent.edu>
Date: Thu, 28 Mar 1996 21:02:24 -0400
Subject: Re: 71 Toro engine

I can tell you all you want to know about valve rotators...well almost 
everyting:) I work at the TRW Valve Rotator Plant and all we make are 
those little things...and big ones. You should see the size of the 
rotators we produce for General Electric, I think they are used in huge 
generators. I think the only Olds rotators we make now are for the QUAD 4.


Jason Labay                                            jlabay@phoenix.kent.edu
Akron, Ohio                                            xdsg80a@prodigy.com    
1975 Hurst/Olds W-25 H/OCA#0278A                                              
1988 Camaro Z/28 CFI 305...soon to be LT4                                     

On Thu, 28 Mar 1996, Chris Brown Witt wrote:

> According to my research, the E heads do not have hard xst seats, but will have
> rotators on all valves. Toro/442 units would have big valves.
> 
> The 1971 G heads will have Rotators on all valves, hard xst seats, and big
> valves, IF from a Toro/ 442/ W30 application. Rotators on INTAKE only indicates
> small valve units. Look for the Toro motor mount on the front cover, the unique
> Toro oil filter mount that angles the filter markedly forward, RACovers with
> the grommets not in the center, perhaps, the lo-rise intake, and Toro xst
> manifolds with ID letter like D,G,H,K, something around there. *Not* 1 or 4 or
> 5...
> 
> ID clue: 1972 used Ga heads, a little A cast near the G. Different valve sizes,
> seat angles, rotator configuration, hardly ANY big-valve units, not even Toro.
> Avoid the Ga. Best feature: has hard xst seats.
> 
> The block's VIN derivative is on a machined vertical pad at the front of the
> left side of the block, just under the head surface. Scrape off the goo & rust
> [sandpaper works well for the latter] and look for:
>   31M234567
> 3= Oldsmobile car
> 1= 1971, 2=1972, etc.
> M= made in Lansing, Mi., E= NJ, etc.
> 234567= car's VIN sequential production number.
> 
> Oh, and the oil fill tube will have a number stamped in:
>   1456789
> First digit [1, here] indicates year of issue: 1=1971, 2=1972, 8=1968 or 1978,
> etc.
> 
> Those two pcs. of ID should clinch the year of the engine.
> 
> Also, if you want over 8.1 or so compression, you'll be buying other pistons.
> The '71 & later 455's had pitifully low compression due in large part to huge
> dishes in the pistons. Putting head gaskets with twice the thickness in will
> not help much either [all you can get [almost] nowadays...].
> 
> So, either spend the $150 or so to have the C's fitted with hard xst seats [my
> recommendation] or go with the G's which [I believe] already have that feature.
> --
> Chris  B. Witt         *the* Rocket Scientist
> wittchri@pilot.msu.edu
> 
> 

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Thu, 28 Mar 1996 21:02:21 -0400
Subject: Re: Delmont 88

> After seeing other postings about the Delmont 88 that Dink was askin' about,

> The Oldsmobile 88 model line is as follows for the different years:
<good info snipped>..

Thanks for the info. 

DInk
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: BYLN96A@prodigy.com ( GLENN CONNORS)
Date: Thu, 28 Mar 1996 21:12:48 -0400
Subject: '70 350ci. '6' heads 

Have a chance to get ahold of SB #6 heads from a 350ci.  Are they any 
good?
Are they HC heads? What are they worth in good condition?

Glenn '69 4-4-2

------------------------------

From: John Schmich <schmich@AZStarNet.com>
Date: Thu, 28 Mar 1996 21:36:35 -0400
Subject: Re: Tom Millard's cars & 5a heads 

At 04:44 PM 3/28/96 -0400, you wrote:
>At 03:14 AM 3/25/96 -0400, you wrote:
>>
>>     I thought it was an '84 you were working on putting a new engine in?  
>>     Or is the engine '84 and the car '86?  Now I'm confused, weren't you 
>>     also putting an '84 engine in your brother's car too?
>>  
>     That's right, I am putting in an 84 block in place of my original 86.
>I just took the 86 motor out and will be putting in th 84 soon.  I did this
>because I wanted the 5A heads and a hydraulic camshaft.  Yeah we just bought
>another 84 block for my brother's car.   Sorry about the confusion, I'm just
>confussed myself!
>-----------------
>
>Can anyone detail me as to the difference between the '85 & earlier 307s
>(with 5A heads) and the '86s/'87s?  Why are the 5As preferred and what else
>is different?  For instance, Edelbrock's Performer intake is listed as a
>replacement only thru the '85, apparently later-model engines are SOL.
>__________________________________________________________________________
>Shawn M. Twomey     |  "No!  Try NOT!  Do, or do not.  There is no try."
>stwom@ctp.com       |  -Yoda
>__________________________________________________________________________
>
     I pretty sure that from 80-84 all 307s came with 5A heads.  I don't
actually know if all 85s came with 5A heads because my brother's 85 Salon
has 7A heads and everything is original in the emgine bay.  The same with my
86 Salon, it had 7A heads and it is probably because of the roller
components in the engine?  
     In favor of high performance equipment, I wanted a 81-84 307 with 5A
heads for my 86 Salon engine swap.
     Some of the things, (THAT I THINK) make the 81-84 307 better is because
of the hydraulic engine components.  Cheaper, Less Hassle, Better  Selection
of parts.  I once saw an ad for a replacement roller camshaft for a 85 up
307, it was around $330.  The Hydraulics are much cheaper.  
     Some of the performance parts you can buy for the 80-84 5A heads and
not for the 7As is the Edelbrock perfromer manifold.  Most header companies
won't make headers for 7A heads either.
     To locate the head number on the 307 is left of spark #1 and above of
the battery cable ground to the block.  If it was like mine, you'll have to
wipe off the oil, grease and grime to find it.
     To let you guys know on the progress of the engine swap on the 86
Salon.  Today, we put the Edelbrock on and with the gaskets and after
bolting it down, it looked really good.  Put the torque convertor in and the
flexplate on the block.  After that, we set it down in and tomorrow we
should get it bolted up to the trans.  It will now be ready to come home for
all the equipment to be put on.  Haven't got the headers on yet but probably
by Sat. or Sunday.  We're hoping to turn it over by Weds. of next week.  
     Does anyone have any ideas of how many miles I should put on the new
engine before I treat it hard, (in a good way).  I'm thinking around
3,000-5,000 miles.  Thanks.

Brandon

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Thu, 28 Mar 1996 22:01:46 -0400
Subject: olds for sale

Check out this web page it has 3 olds for sale
http://www.millcomm.com:80/~bomber/usedcar.htm
it has a 86 Calies FE3, 51 delta 88 4 door, 87 delta 98 Regency.  
Aslo has a boat and a Camaro for sale.

disclaimer: don't know him, blah, blah

Dink
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Thu, 28 Mar 1996 22:17:24 -0400
Subject: paxton for sale

Just found this on a newsgroup, don't know if anybody can use it or 
not but I think it's a steal of a deal.

>Complete setup for 350 Chevy Model VS 57S.  Fits all carb small
>blocks. With brackets, hoses, belts, pulleys et al. $2395 new, will
>sacrifice for $950.  

>Shipping will cost $50.  Will ship C.O.D.

>Please call David at (212) 289-6318 

Disclaimer : blah, blah

Dink
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: gludlam@bcinet.net (Gregg Ludlam)
Date: Thu, 28 Mar 1996 22:38:01 -0400
Subject: Re: Canadian Parts and Cars For Sale 

>I have to admit that my dad's 68 was why I bought my first 66 back in 
>1971.  I never thought the 68 was butt-ugly
>
>.....maybe a little nose-ugly but not butt-ugly.
>
>You wouldn't trade your 67 for it, would you Greg?
>
>The 66 Toro and Mike

No Mike, I think my '67 is pretty safe right about now!  Wouldn't mind a
nice '66 to add to the collection though...      :)


- -Gregg, the '67 Toro guy

------------------------------

From: Redman@why.net
Date: Thu, 28 Mar 1996 22:28:12 -0400
Subject: G heads

  Are G heads any good?  I have a set and am wondering if they are worth
keeping or if I should look for another set?

                                        Thanks
                                        Fritz (Dallas,TX)

------------------------------

From: Willie <aceface@ohana.com>
Date: Thu, 28 Mar 1996 22:48:00 -0400
Subject: Re: '57 Olds J-2 for sale

Dan Dale wrote:
> 
> >
> >Wait a minute? Who is selling this car? I will gladly take it off of their hands if someone will tell me wehat is going on? I
> > already have a '57 and I'm looking for a parts car. If no one want's it I'd love to get it. Please write to me if there is a
> >chance in hell I can buy it. aceface@ohana.com
> >
> >Willie
> 
> I saw an internet ad for the car the other night and was just wondering if it
> was a good price. I don't know if the car is still for sale or not b/c the guy
> has not replied to me yet. it is in MO which is about 8 hours away from where I
> am so unless it was still for sale and in great shape I wasn't going to worry
> about it. anyway....if I hear from this guy soon and it isn't something I want
> I'll post his address on here
> 
> ------------------------------------------------------------------------------
> $Daniel Dale  daleds@okra.millsaps.edu f-list since 2/95 http://www.millsaps.$
> $edu/~daleds/index.html  cars: 1972 Cotner-Bevington Oldsmobile 98 Endloader,$
> $1973 Imperial LeBaron, 1966 Pontiac GTO, 1987 Chevrolet Camaro IROC-X 5.7TPI$
> $1955 Cadillac Seville, (2) 1969 Cadillac DeVille Convertibles(one for parts)$
> $1976 Cadillac Series 75 Fleetwood Brougham, 1961 Imperial Custom            $
> ------------------------------------------------------------------------------


OK! Thanks Dan! I hope it is still there!

Willie

------------------------------

From: Roger Heath <RHEATH@worldbank.org>
Date: Thu, 28 Mar 1996 17:56:57 -0400
Subject: RE: 71 Toro engine

          >According to my research, the E heads do not have hard xst 
          >seats, but will have rotators on all valves. Toro/442 units 
          >would have big valves.
          >The 1971 G heads will have Rotators on all valves, hard xst 
          >seats, and big valves, IF from a Toro/ 442/ W30 application. 
          >Rotators on INTAKE only indicates small valve units.
          >Chris.
          
          I have the dealers book (Product Selling Information) for the 71 
          model year. The Toro and 4-4-2 are said to have valve seat 
          inserts, exhaust value rotators (all have inlet rotators), and 
          extra strength crank rods - none of the other engines are said to 
          have these features. The Toro and 4-4-2 W30 (the only one with an 
          aluminum intake manifold) are shown with the 2.072" inlet valves 
          (all 455's are listed with 1.625' exhaust valves), but the 4-4-2 
          Rocket with the standard 2.000". Crank shafts for all models are 
          said to be "nodular iron" The book says that "the big change, for 
          71, is ALL ENGINES HAVE BEEN DESIGNED TO OPERATE EFFICIENTLY ON 
          NEW NO LEAD OR LOW LEAD GASOLINEE!" (sorry, their caps) - I'd 
          been putting lead substitute in the gas for years before I read 
          this.
          Is there any reason why exhaust valve rotators would not be 
          fitted to engines without valve inserts? 
          I have been told that the dealer books were not always reliable 
          as they were produced well in advance of the new model release, 
          this one is dated September 1970.
          Roger Heath, 71 Delta 88 Royale Convertible  

------------------------------

From: PHartlieb@aol.com
Date: Thu, 28 Mar 1996 23:13:01 -0400
Subject: Re: Delta Custom 

In a message dated 96-03-28 13:43:37 EST, you write:

> late 70's Delta Custom [?].

No, not a Delta Custom, that was the '60 variety.  The '70 version was the 88
Holiday -- were made from '78 thru '81(?).  Mine ('79) had the buckets &
console and sport wheel as well as Super Stock wheels (optional).  Duals?  No
sir.  Engine options on my '79 were a 350 & 403.  Mine had the standard 260
2bbl and couldn't get out of it's own way, but I wish I had kept it.

Late 60's Delta Custom coupes came with standard bucket seats.  Console or
bench seat were options. Of the few coupes that I've seen,  most had the no
charge bench seat.  And most of the Customs I've seen have been sedans
instead of coupes.  Sedans couldn't have buckets at all.

------------------------------

From: PHartlieb@aol.com
Date: Thu, 28 Mar 1996 23:13:42 -0400
Subject: Re: Other people's things for sale... 

In a message dated 96-03-28 18:21:50 EST, you write:

> 68 DELMONT 88, 
>
>What is it?  I saw one once and it kind of looked like a Cutlass.   
>Anybody have some insight on this?

These were only made for '67 & '68.  They were a replacement for the Dynamic
88 of earlier years and were replaced by the base Delta 88 line in '69.  Olds
originally thought of calling the this model the Delrado (Delmont-Toronado)
but changed it to Delmont at the last minute.  These were full size 88 bodies
with more "entry level" trim   Standard engines were smaller that Delta
models, but Delta & 98 engines were optional.  Look like a Cutlass?
 Wellllllllll, ok, maybe just a little bit.  From the back.  In the dark.

------------------------------

From: PHartlieb@aol.com
Date: Thu, 28 Mar 1996 23:12:56 -0400
Subject: Re: Sold! 

In a message dated 96-03-28 00:35:05 EST, you write:

>Actually my research indicated either 220 or 330 of the Rebel convertibles
>made in 68.

Oops.  I was thinking it was an SST, not a 550.  550 production was 377.
 220, 330, 550, 770, I think you have double digits on the brain.

------------------------------

From: Jeff Stanish <stanishj@svpal.org>
Date: Thu, 28 Mar 1996 23:31:07 -0400
Subject: Re: H/O INFO

There were two '69 H/O convertibles made. One was at the '86 Nats and the 
other at the '87 Nats.  Two rare to list in the Price watch.

Jeff Stanish
'69 H/O
'75 H/O W25
'79 H/O

On Thu, 28 Mar 1996, Jason Labay wrote:

> Yes, the 1972C in the price guide is the convertible. I think it was the 
> only convertible also. I'm sure there are a few exceptions to the rule, 
> maybe a convertible was made from another year for a GM executive possibly?
> 
> 
> Jason Labay                                            jlabay@phoenix.kent.edu
> Akron, Ohio                                            xdsg80a@prodigy.com    
> 1975 Hurst/Olds W-25                                                          
> 1988 Camaro Z/28 CFI 305...soon to be LT4                                     
> 
> On Thu, 28 Mar 1996, Greg Beaulieu wrote:
> 
> > Chris W. asked why the huge 60-70% jump in value on the prices listed 
> > earlier... I think the '72 was the only convertible H/O and that's what 
> > was listed.
> > 
> > Greg Beaulieu        ab348@ccn.cs.dal.ca        Halifax, Nova Scotia, Canada
> > 
> > 
> > 
> > 
> 
> 

------------------------------

From: Bob0Barry@aol.com
Date: Fri, 29 Mar 1996 00:15:06 -0400
Subject: Re: '67 Cutlass Parts -- Want Some, Got Some to Sell/Trade 

In a message dated 96-03-28 14:47:25 EST, you write:

>
>1967 Cutlass Parts I'm Lookin' Fer
>----------------------------------
>
>1) Rear bumper, from a CS *or* 442 (has the square backup lights in bumper,
>as opposed to in the lower tailights), with the backup lights included.
Would
>prefer one that looks good enough to bolt right in, but will consider one
>that needs rechroming if the price is right...

I just saw the following advert. in a local trader paper:

- -----
67 OLDS CUTLASS SUPREME parting out, 4 dr, 330 V8, many gd parts, reasonable.
(914) 895-1181 
- -----

This area code is located in Westchester County in NY, just above New York
City. I also posted this in a larger message "Other people's Olds'," but
didn't want you to miss a possible lead buried amongst all the other stuff.

------------------------------

From: Bob0Barry@aol.com
Date: Fri, 29 Mar 1996 00:16:37 -0400
Subject: 350 crank and rods in a 403? 

Well, I've decided the Vista Cruiser MUST GO!!! to make room for another
possible, much more interesting acquisition (I'll keep you updated as things
develop- lets just say that Toro-mania may soon be headed my way...), so I'm
stripping everything these next two weekends, and selling off what I can't
use.

I've also got a line on a '79 403 motor ($75 obo), since I've given up on
discovering a '77 non-window block. It is from a T/A, so of course the
previous owner spun the bearing (there's a P*ntiac driver for ya! ;).  I also
assume that he beat the h*ll out of it, so all I am expecting to get out of
it is the block; anything else would be a bonus.

Since I'm putting the 7a heads on it, I don't care about the top end (anyone
need some 4A heads, though? Big intake-valve units...). I'll send off the
bottom end along with the block for a damage assessment, but I want to have a
backup plan in case the rods and crank are trashed. Soooo....

Can I use the '72 VC's 350 crank and rods to build this 403? I know the
dimensions are the same, but would the heavier pistons of the 403 require
expensive heavy metal to be added to the crank to balance it right? I plan on
going with the stock-type piston, though I may go forged (I see nitrous in my
future...), so they won't be custom lightweights. I really want this thing
balanced and done right the first time, so I can get another 200k miles or so
from it (don't want to have to rebuild it again until 2014).

------------------------------

From: "Dink" <heinle@jake.udayton.edu>
Date: Fri, 29 Mar 1996 00:19:48 -0400
Subject: Re: Other people's things for sale...

>  Look like a Cutlass?  Wellllllllll, ok, maybe just a little bit.  From the back.  In the dark.

Well it was a while ago, before I was a Olds nut, so can you forgive 
me?  Anybody have a picture of a 68 Delmont or Delta 88 for that 
matter?

Dink
80 Delta 88 Royale

{
Dink           Dayton, Ohio
http://homepages.udayton.edu/students/heinle/
Computer Information Systems Major @ UD
}

------------------------------

From: David1756@aol.com
Date: Fri, 29 Mar 1996 01:53:13 -0400
Subject: Re: Sold! 

Thanks for the number (377).  After quoting 220-330-550-770 I think you're
right about my brain (what brain?).  Much as I love this car, I still wish it
was the 68 442 convertible I once owned oh so long ago.
David Wilk
68 Toro

------------------------------

From: <Sherry_Soball@Douglas.BC.CA>
Date: Fri, 29 Mar 1996 03:11:10 -0400
Subject: Re: Removing Woodgrain (fwd)

Forwarded message:
>From soballs Thu Mar 28 11:42:38 1996
Subject: Re: Removing Woodgrain
To: oldsmobile@ccn.dal.ca
Date: Thu, 28 Mar 96 11:42:38 PST
X-Mailer: ELM [version 2.3 PL11]

To Bob Barry:

Hi!  Sherry Soball here -- I was the one who removed the woodgrain off the
Grand Safari wagon.  With the hairdryer, most of the glue did come off with
the heat of the hairdryer.  What didn't come off with the vinyl is easily
removed with good old lighter fluid (or kerosene or white gas).  A carpet
layer told me about the lighter fluid trick for removing contact cement when
he lays flooring -- works like a hot d__m!  I use it on those pesky little
sticky labels, oil or grease on carpets (spot test first!), etc.  The
lighter fluid is especially easy to use because you just direct that little
nozzle where you want it and the fine stream is easy to control.

The paint under the woodgrain vinyl after removal was in very good
condition, except for where the door panel had been already damaged (which
was the reason for having to remove the vinyl, so my dear hubby could tackle
the underlying bodywork!)  We then had to remove all the vinyl panels due to
fading (the car was about 5 - 6 years old at the time), and replace them
all.  That was not cheap!  The woodgrain vinyl is quite expensive -- I
debated just using "mac-tac" but it's much lighter in weight, and not wide
enough so it would have to be seamed.

Good luck!  E-mail me at Sherry_Soball@douglas.bc.ca and let me know how it
goes!
- -- 


- -- 

------------------------------

From: lloyd.mcg@mail.BMTS.com
Date: Fri, 29 Mar 1996 08:36:00 -0400
Subject: H/O values 

        

        Thanks to all who replied with values for my 84 Hurst.

    I would like to piont out that this car has 120000 kilometres NOT 120000
miles
 120000 km is approximately 80-85 thousand miles. At this point I'm not sure
if I'm going to sell it or not. I was just trying to get an idea what I
could get for it if I did sell it. If anyone is really interested in it I
live out side of Port Elgin, Ontario, Cananda. This is 4 hours north west of
Detroit/Windsor. Or 2 1/2 hours north west of Sarnia/Port huron.

    I also have a 73 delta 88 which is in really good condition. I bought it
for the 455 which now has a home in my 75 cutlass. The car is complete
except for the motor. All it needs is a windshield and part of the front
grill and a paint job.(no rust just paint faded and worn really thin) If
anyone is interested let me know.


   lloyd.mcg@bmts.com
   
         


 Lloyd J. McGillivray
 lloyd.mcg@mail.bmts.com                           

------------------------------

From: Daniel Gulino <gulino@bobcat.ent.ohiou.edu>
Date: Fri, 29 Mar 1996 09:17:29 -0400
Subject: Re: Other people's things for sale... 

At 07:56 PM 3/28/96 -0400, you wrote:
> Dink (heinle@jake.udayton.edu) writes:
>
> > > 68 DELMONT 88, 
>
> > What is it?  I saw one once and it kind of looked like a Cutlass.   
> > Anybody have some insight on this?
>
>Delmont 88 was the low end of the 88 range, starting in 1967, I believe.
>The Jetstar was the low end 88 that preceded it.
>
>I recall the standard fullsize range being something like this,
>depending on the year:
>
> Jetstar->Delmont->Dynamic->Delta->Starfire
>
>I think the Jetstar was both Jetstar I and Jetstar 88, depending
>on the year. The Delmont, Dynamic, and Delta all were 88's. The
>Starfire didn't use a number after it. The Jetstar and Delmont 
>came with smaller engine (330/350) and transmission (Jetway). The rest
>of the range came with the larger engine (425/455) and transmission
>(Turbohydramatic).
>
>The long wheelbase fullsize range was the 98.
>
>There's a 68 Delmont 88 that still runs around my neighborhood. Not a 
>pretty sight, but it definitely runs!



Let me chime in here.  

Full size line-up in 1964, in order of line position
Jetstar 88, Jetstar I
Dynamic 88
Super 88 (last year for this nameplate)
Starfire
98

in 1965
Jetstar 88, Jetstar I
Dynamic 88
Delta 88
Starfire
98

in 1966
Jetstar 88
Dynamic 88
Delta 88
Starfire
Toronado
98

in 1967
Delmont 88
Delta 88
Toronado
98

in 1968
Delmont 88
Delta 88
Toronado
98

in 1969 and thereafter
Delta 88
Toronado
98


I'm not sure if there was a Jetstar I in 1966...I don't think so.
Also, the position of the Jetstar I was more as a low-end version
of the Starfire, and neither of these was really a part of the standard
full size line-up designed to appeal to the family man.  Rather, they
were thought of as "personal luxury" coupes or convertibles.  The
Jetstar I was never offered as anything other than a two-door coupe
(hardtop), though.  The Starfire was offered as a two-door coupe or
convertible every year of its existence (in this incarnation, that was
1961-1966) except for its final year, 1966, when it was offered
only as a two-door hardtop.  Starfire sales fell dramatically in
1965, largely because of the increasing popularity of the 4-4-2, and they
practically fell off the map in 1966 with the introduction of the
Toronado, which was also a "personal luxury" coupe and was never offered
as anything but a coupe.



************************************************
Daniel A. Gulino
Associate Professor and Graduate Chairman
Department of Chemical Engineering
Ohio University
Athens, Ohio  45701-2979
(614) 593-1495
(614) 593-0873 (fax)
gulino@bobcat.ent.ohiou.edu
http://www.ent.ohiou.edu/che/faculty/gulino.html
************************************************

------------------------------

End of oldsmobile-digest V1 #131
********************************

